US10246077B2 - Vehicle regenerative speed control device - Google Patents

Vehicle regenerative speed control device Download PDF

Info

Publication number
US10246077B2
US10246077B2 US15/559,097 US201515559097A US10246077B2 US 10246077 B2 US10246077 B2 US 10246077B2 US 201515559097 A US201515559097 A US 201515559097A US 10246077 B2 US10246077 B2 US 10246077B2
Authority
US
United States
Prior art keywords
rotational speed
regenerative
change rate
speed
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
US15/559,097
Other languages
English (en)
Other versions
US20180244258A1 (en
Inventor
Takanobu MOURI
Takahiro Yoshino
Yuuzou Kageyama
Masashi Ono
Hideki Maruyama
Takuya ISHIZUKA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Assigned to NISSAN MOTOR CO., LTD. reassignment NISSAN MOTOR CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ONO, MASASHI, ISHIZUKA, Takuya, KAGEYAMA, Yuuzou, MOURI, TAKANOBU, YOSHINO, TAKAHIRO, MARUYAMA, HIDEKI
Publication of US20180244258A1 publication Critical patent/US20180244258A1/en
Application granted granted Critical
Publication of US10246077B2 publication Critical patent/US10246077B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B60W2710/082—Speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1011—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1011—Input shaft speed, e.g. turbine speed
    • B60W2710/1016—Input speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1038—Output speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/19—Improvement of gear change, e.g. synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/89—Repartition of braking force, e.g. friction braking versus regenerative braking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y02T10/6252—
    • Y02T10/6286—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/915—Specific drive or transmission adapted for hev
    • Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio
    • Y10S903/918—Continuously variable
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/947—Characterized by control of braking, e.g. blending of regeneration, friction braking

Definitions

  • the present invention relates to a vehicle regenerative speed control device that increases the rotational speed of a transmission input shaft to which an electric motor is connected by downshifting a continuously variable transmission when there is a request for an increase in the regeneration amount during deceleration.
  • a hybrid vehicle control device which executes downshifting to increase the transmission ratio of the transmission when executing regenerative control in order to improve the regenerative efficiency (for example, refer to Patent Document 1—Japanese Laid Open Patent Application No. 2007-50866).
  • the regenerative speed control is set to a feedback transmission control
  • the follow-up response of the actual transmission input rotational speed with respect to the transmission input rotational speed command value is delayed. Consequently, the actual transmission input rotational speed is rapidly increased, then turned back and rapidly decreased, causing an overshoot in which the actual transmission input rotational speed exceeds the target rotational speed.
  • inertia shock occurs in the vicinity of the turnaround of the rise/fall of the transmission input rotational speed, so that there is the problem that discomfort is imparted to a driver that is maintaining a constant brake operation after additional brake pedal depression.
  • an object of the present invention is to provide a vehicle regenerative speed control device that prevents discomfort from being imparted to a driver who maintains a constant request operation after requesting an increase, when performing a regenerative speed control based on a request for an increase in the regeneration amount in a brake switching region due to a decrease in vehicle speed while decelerating.
  • the present invention comprises a continuously variable transmission and an electric motor that is connected to an input shaft side of the continuously variable transmission and that regenerates energy during deceleration.
  • This vehicle is provided with a controller which, when there is a request for an increase in the regeneration amount while decelerating, performs a regenerative speed control for downshifting the continuously variable transmission to the low gear ratio side, and increasing the rotational speed of a transmission input shaft to which the electric motor is connected.
  • the controller imposes a limitation on a rotational speed change rate of the transmission input rotational speed when performing a regenerative speed control for increasing the transmission input rotational speed based on a request for an increase in the regeneration amount in a brake switching region, in which regenerative braking is switched to mechanical braking, due to a decrease in the vehicle speed.
  • the controller imposes a limitation on a rotational speed change rate of the transmission input rotational speed when performing a regenerative speed control for increasing the transmission input rotational speed based on a request for an increase in the regeneration amount in a brake switching region, in which regenerative braking is switched to mechanical braking, due to a decrease in the vehicle speed. That is, in a regenerative speed control based on a request for an increase in the regeneration amount, downshifting is carried out, in which the transmission input rotational speed is increased toward the target rotational speed.
  • the transmission input rotational speed reaches the target rotational speed of regenerative braking, which has a characteristic of decreasing with time in a brake switching region, it is necessary to lower the transmission input rotational speed after reaching the target rotational speed.
  • the rotational speed change rate of the transmission input rotational speed changes gradually.
  • FIG. 1 is an overall system view illustrating an FF hybrid vehicle to which is applied the regenerative speed control device of the first embodiment.
  • FIG. 2 is a flowchart illustrating the steps of the regenerative speed control process that is executed in the hybrid control module of the first embodiment.
  • FIG. 3 is a characteristic diagram illustrating the regenerative efficiency and optimal efficiency a line, which becomes the basis for determining the relationship between the rotational speed and the regenerative torque during regeneration, in the regenerative speed control process of the first embodiment.
  • FIG. 4 is a relational characteristic diagram illustrating the relationship between the motor rotational speed and the regeneration amount by the optimal efficiency rotation that is used for calculating the target rotational speed in the regenerative speed control process of the first embodiment.
  • FIG. 5 is a characteristic diagram illustrating the conceptual basis for calculating a Pri end command rotational speed change rate that falls within a shock-allowable change rate, in a brake switching region in the regenerative speed control process according to the first embodiment.
  • FIG. 6 is a timing chart illustrating the characteristic of each of the deceleration G, vehicle speed, brake operating amount, Pri end command rotational speed, Pri end actual rotational speed, target rotational speed, and the lower-limit rotational speed, when carrying out a regenerative speed control based on an additional brake pedal depression operation in a brake switching region due to a decrease in the vehicle speed, in a regenerative speed control process of a comparative example.
  • FIG. 7 is a timing chart illustrating the characteristic of each of the deceleration G, vehicle speed, brake operating amount, Pri end command rotational speed, Pri end actual rotational speed, target rotational speed, and the lower-limit rotational speed, when carrying out a regenerative speed control based on an additional brake pedal depression operation in a brake switching region due to a decrease in the vehicle speed, in the regenerative speed control process of the first embodiment.
  • a regenerative speed control device according to the first embodiment is applied to an FF hybrid vehicle (one example of a vehicle) having left and right front wheels as the drive wheels and equipped with a belt-type continuously variable transmission as the continuously variable transmission.
  • the “overall system configuration” and the “configuration of the regenerative speed control process” will be separately described regarding the configuration of the regenerative speed control device for FF hybrid vehicles in the first embodiment.
  • FIG. 1 illustrates an overall system view of an FF hybrid vehicle to which is applied the regenerative speed control device of the first embodiment.
  • the overall system configuration of the FF hybrid vehicle will be described below based on FIG. 1 .
  • a drive system of an FF hybrid vehicle is provided with a transverse engine 2 , a first clutch 3 (abbreviated as “CL 1 ”), a motor-generator 4 (abbreviated as “MG”), a second clutch 5 (abbreviated as “CL 2 ”), and a belt-type continuously variable transmission 6 (abbreviated as “CVT”), as illustrated in FIG. 1 .
  • An output shaft of the belt-type continuously variable transmission 6 is drivingly coupled to left and right front wheels 10 R, 10 L, via a final reduction gear train 7 , a differential gear 8 , and left and right drive shafts 9 R, 9 L.
  • the left and right rear wheels 11 R, 11 L are configured as driven wheels.
  • the transverse engine 2 is an engine disposed at the front with a starter motor 1 and the crankshaft direction in the vehicle width direction, comprising an electric water pump 12 , and a crankshaft rotation sensor 13 that detects a reverse rotation of the transverse engine 2 .
  • the transverse engine 2 comprises, as engine starting methods, an “MG start mode” that carries out cranking by the motor-generator 4 while slip-engaging the first clutch 3 , and a “starter startup mode” that carries out cranking by a starter motor 1 that has a 12V battery 22 as the power source.
  • the “starter startup mode” is selected only when limited conditions are met, such as extremely low temperature conditions.
  • the motor-generator 4 is a three-phase alternating current permanent magnet synchronous motor which is coupled to the transverse engine 2 via the first clutch 3 .
  • the motor-generator 4 uses a high-capacity battery 21 , described below, as the power source, and an inverter 26 , which converts direct current to three-phase alternating current during powering and converts three-phase alternating current to direct current during regeneration, is connected to the stator coil via an AC harness 27 .
  • the first clutch 3 which is interposed between the transverse engine 2 and the motor-generator 4 , is a hydraulically actuated dry or wet multi-plate clutch, in which complete engagement/slip engagement/disengagement are controlled by the first clutch hydraulic pressure.
  • the second clutch 5 is a hydraulically actuated dry multi-plate friction clutch interposed between the motor-generator 4 and the left and right front wheels 10 R, 10 L, which are the drive wheels, in which complete engagement/slip engagement/disengagement are controlled by the second clutch hydraulic pressure.
  • the second clutch 5 in the first embodiment is configured by diverting a forward clutch 5 a and a reverse brake 5 b provided in a forward/reverse switching mechanism configured by planetary gears. That is, the forward clutch 5 a is used as the second clutch 5 during forward traveling, and the reverse brake 5 b is used as the second clutch 5 during reverse traveling.
  • the belt-type continuously variable transmission 6 comprises a primary pulley 6 a , a secondary pulley 6 b , and a belt 6 c that is wound around the two pulleys 6 a , 6 b . Furthermore, this continuously variable transmission is a transmission that achieves a stepless transmission ratio by changing the winding diameter of the belt 6 c , by a primary pressure and a secondary pressure that are supplied to a primary oil chamber and a secondary oil chamber.
  • the continuously variable transmission comprises a control valve unit 6 d , which uses a line pressure PL, generated by adjusting the pump discharge pressure from the hydraulic power source, as the source pressure to produce a first clutch pressure, a second clutch pressure, as well as the primary pressure and the secondary pressure of the belt-type continuously variable transmission 6 .
  • the oil pump that is the target of the lower-limit rotational speed of the first embodiment is the main oil pump 14 , which is rotationally driven by the motor-generator 4 (electric motor), which is mounted as a traveling drive source.
  • the first clutch 3 , the motor-generator 4 , and the second clutch 5 configure a so-called one-motor two-clutch hybrid drive system, having, as main driving modes, an “EV mode,” an “HEV mode,” and a “WSC mode.”
  • the “EV mode” is an electric vehicle mode in which the first clutch 3 is released and the second clutch 5 is engaged, and in which the motor-generator 4 is the only drive source; traveling by this “EV mode” is referred to as “EV traveling.”
  • the “HEV mode” is a hybrid vehicle mode in which both clutches 3 and 5 are engaged, and in which the transverse engine 2 and the motor-generator 4 are the drive sources; traveling by this “HEV mode” is referred to as “HEV traveling.”
  • the “WSC mode” is a CL 2 slip engagement mode in which the motor rotational speed of the motor-generator 4 is controlled in the “HEV mode” or the “EV mode,” and the second clutch 5 is slip-engaged with an engagement torque capacity corresponding to
  • the brake system of the FF hybrid vehicle comprises a brake operating unit 16 , a brake fluid pressure control unit 17 , left and right front wheel brake units 18 R and 18 L, and left and right rear wheel brake units 19 R and 19 L.
  • a cooperative regenerative control is carried out with respect to the requested braking force based on a pedal operation, whereby the portion obtained by subtracting the regenerative braking from the requested braking force is allotted to the hydraulic braking. That is, in a cooperative regenerative control, the requested braking force is given as the sum of regenerative braking and hydraulic braking, such that when regenerative braking is decreased, hydraulic braking is increased.
  • the brake operating unit 16 comprises a brake pedal 16 a , a negative pressure booster 16 b , which uses the intake negative pressure of the transverse engine 2 , a master cylinder 16 c , and the like.
  • the regenerative cooperation brake unit 16 generates a predetermined master cylinder pressure according to a brake pedal stepping force from a driver that is applied to the brake pedal 16 a , and is a simply configured unit that does not use an electric booster.
  • the brake fluid pressure control unit 17 comprises, although not shown, an electric oil pump, a pressure increasing solenoid valve, a pressure decreasing solenoid valve, an oil passage switching valve, and the like.
  • a brake control unit 85 By the control of the brake fluid pressure control unit 17 by a brake control unit 85 , a function to generate a wheel cylinder hydraulic pressure when the brake is not operated, and a function to adjust the wheel cylinder hydraulic pressure when the brake is operated, are exerted.
  • Examples of the controls that use the hydraulic pressure generation function when the brake is not operated include traction control (TCS control), vehicle behavior control (VDC control), emergency brake control (automatic brake control), and the like.
  • Examples of controls that use the hydraulic pressure adjustment function at the time of a brake operation include cooperative regenerative control, anti-lock brake control (ABS control), and the like.
  • the left and right front wheel brake units 18 R and 18 L are respectively provided on the left and right front wheels 10 R and 10 L, and the left and right rear wheel brake units 19 R and 19 L are respectively provided to the left and right rear wheels 11 R and 11 L, and apply hydraulic braking force to each of the wheels.
  • the brake units 18 R, 18 L, 19 R and 19 L are provided with wheel cylinders, which are not shown, to which the brake fluid pressure produced by the brake fluid pressure control unit 17 is supplied.
  • the power supply system of the FF hybrid vehicle is provided with a high-capacity battery 21 as the motor-generator 4 power source, and a 12V battery 22 as a 12V system load power source, as illustrated in FIG. 1 .
  • the high-capacity battery 21 is a secondary battery that is mounted as a power source of the motor-generator 4 , and, for example, a lithium-ion battery, in which a cell module configured from numerous cells is set inside a battery pack case, is used therefor.
  • a junction box which aggregates a relay circuit for carrying out supply/cutoff/distribution of heavy current is built into this high-capacity battery 21 , and further attached thereto are a cooling fan unit 24 having a battery cooling function and a lithium battery controller 86 which monitors the battery state of charge (battery SOC) and the battery temperature.
  • the high-capacity battery 21 and the motor-generator 4 are connected to the DC harness 25 and the inverter 26 via the AC harness 27 .
  • a motor controller 83 for performing powering/regeneration control is attached to the inverter 26 . That is, the inverter 26 converts the direct current from the DC harness 25 into three-phase alternating current to the AC harness 27 during powering when the motor-generator 4 is driven by the discharge of the high-capacity battery 21 . In addition, the inverter converts the three-phase alternating current from the AC harness 27 into direct current to the DC harness 25 during regeneration for charging the high-capacity battery 21 with the power generation by the motor-generator 4 .
  • the 12V battery 22 is a secondary battery mounted as the power source of a 12V system load, including the starter motor and auxiliary machines; for example, a lead battery mounted on an engine vehicle or the like is used.
  • the high-capacity battery 21 and the 12V battery 22 are connected via a DC branch harness 25 a , a DC/DC converter 37 , and a battery harness 38 .
  • the DC/DC converter 37 converts several hundred volts from the high-capacity battery 21 to 12V, which is configured to manage the charging amount of the 12V battery 22 by controlling the DC/DC converter 37 with the hybrid control module 81 .
  • the electronic control system of an FF hybrid vehicle comprises a hybrid control module 81 (abbreviated as: “HCM”) as an electronic control unit that has an integrated control function to appropriately manage the energy consumption of the entire vehicle, as illustrated in FIG. 1 .
  • An engine control module 82 (abbreviated as: “ECM”), a motor controller 83 (abbreviated as: “MC”), and a CVT control unit 84 (abbreviated as “CVTCU”), are provided as other electronic control units.
  • a brake control unit 85 abbreviated as: “BCU”
  • a lithium battery controller 86 abbreviated as: “LBC”.
  • These electronic control units 81 , 82 , 83 , 84 , 85 , 86 are connected so as to be capable of exchanging bidirectional information via a CAN communication line 90 (CAN for “Controller Area Network), and share information with each other.
  • CAN communication line 90 CAN for “Controller Area Network
  • the hybrid control module 81 carries out various integrated controls based on input information from the other electronic control units 82 , 83 , 84 , 85 , and 86 , and the ignition switch 91 and the like.
  • the engine control module 82 obtains input information from the hybrid control module 81 , the engine rotation speed sensor 92 , and the like.
  • the engine control module carries out a start control, a fuel injection control, an ignition control, a fuel cut-off control, an engine idle rotation control, etc., of the transverse engine 2 , based this input information.
  • the motor controller 83 obtains input information from the hybrid control module 81 , the motor rotational speed sensor 93 , and the like.
  • the motor controller carries out motor idle control, motor creep control, regeneration control, and powering control of the motor-generator 4 , according to control commands to the inverter 26 , based on this input information.
  • the CVT control unit 84 obtains input information from the hybrid control module 81 , the accelerator position opening amount sensor 94 , the vehicle speed sensor 95 , an inhibitor switch 96 , an ATF oil temperature sensor 97 , and the like.
  • the CVT control unit carries out the engagement hydraulic pressure control of the first clutch 3 , the engagement hydraulic pressure control of the second clutch 5 , the shifting hydraulic pressure control of the belt-type continuously variable transmission 6 by the primary pressure and the secondary pressure, and the like by outputting control commands to the control valve unit 6 d based on this input information.
  • the brake control unit 85 obtains input information from the hybrid control module 81 , the brake switch 98 , the brake stroke sensor 99 , and the like.
  • the brake control unit outputs control commands to the brake fluid pressure control unit 17 based this input information.
  • the brake control unit 85 carries out TCS control, VDC control, automatic brake control, cooperative regenerative control, ABS control, and the like.
  • the lithium battery controller 86 manages the battery SOC, the battery temperature, and the like for the high-capacity battery 21 based on input information from the battery voltage sensor 100 , the battery temperature sensor 101 , and the like.
  • FIG. 2 is a flowchart illustrating the steps of the regenerative speed control process that is executed in the hybrid control module 81 (controller) of the first embodiment.
  • FIG. 2 shows the configuration of the regenerative speed control process, in which the process is started based on a cooperative regenerative control start request, and in which the process is ended when regenerative braking becomes zero due to brake switching, will be described below.
  • Step S 1 following the start of the process based on a cooperative regenerative control start request, or, the determination in Step S 7 that regenerative braking >0, a target rotational speed according to optimal regenerative efficiency with respect to the regenerative torque is calculated, and the steps proceed to Step S 2 .
  • the relationship between the regenerative torque and the rotational speed becomes the optimal regenerative efficiency when on the optimal efficiency a line, as illustrated in FIG. 3 .
  • the “lower-limit rotational speed” shall be the rotational speed, which is determined as the pump rotational speed of the main oil pump 14 for obtaining an oil amount for producing the necessary hydraulic pressure to the belt-type continuously variable transmission 6 during deceleration.
  • the “necessary hydraulic pressure” is the hydraulic pressure with which it is possible to shift during deceleration (low return shift) with a suitable CVT clamping force.
  • Step S 2 following the calculation of the target rotational speed in Step S 1 , a Pri end command rotational speed change rate, which ensures the responsiveness to the target rotational speed, is calculated, and the steps proceed to Step S 3 .
  • the Pri end rotational speed increase change rate is given as the increase change rate when the downshift speed of the belt-type continuously variable transmission 6 by the hydraulic pressure at that time is the maximum transmission speed.
  • the Pri end command rotational speed decrease change rate is given as the Pri end command rotational speed change rate of the transmission speed that follows the target rotational speed by upshifting the belt-type continuously variable transmission 6 .
  • Step S 3 following the calculation of the rotational speed change rate in Step S 2 , it is determined whether or not it is in a brake switching region, in which the braking force that achieves the requested braking force is switched from regenerative braking to hydraulic braking due to a decrease in vehicle speed. If YES (brake switching region), then the steps proceed to Step S 4 ; and if NO (regenerative braking region), then the steps proceed to Step S 5 .
  • the brake switching region is determined when the vehicle speed becomes less than or equal to a brake switching start vehicle speed due to a low vehicle speed and a brake switching command is issued.
  • the regenerative braking is gradually decreased from the brake switching start vehicle speed to a brake switching end vehicle speed, and a cooperative control is carried out, in which the decrease amount of the regenerative braking is compensated by the increase amount of the hydraulic braking.
  • Step S 4 following the determination of a brake switching region in Step S 3 , a Pri end command rotational speed change rate that will be within an allowable G change is calculated, and the steps proceed to Step S 5 .
  • a rotational speed change rate value that ensures responsiveness is calculated in the same manner as in Step S 2 , from when the brake switching region is started until an additional brake pedal depression operation is carried out.
  • the rotational speed change rate value is calculated according to the idea that inertia shock can be suppressed if the rotational speed change rate, obtained by adding the Pri end command rotational speed change rate and the target rotational speed change rate, is less than or equal to the shock-allowable change rate, as illustrated in FIG. 5 .
  • the Pri end command rotational speed change rate is set to be a calculated value that is less than or equal to the change rate obtained by subtracting the target rotational speed change rate with the target rotational speed characteristic based on the decrease of the regenerative torque from the shock-allowable change rate, as shown in the following formula (1). (Pri end command rotational speed change rate) ⁇ (Shock-allowable change rate) ⁇ (Target rotational speed change rate) (1)
  • the “shock-allowable change rate” is given as a limit value whereby a vehicle deceleration G fluctuation accompanying a change in the rotational speed due to the rise and fall of the Pri end actual rotational speed will be within an allowable G fluctuation that does not impart discomfort to the driver.
  • the “Pri end command rotational speed change rate” may also be determined with consideration to the response delay of the hydraulic pressure response and the mechanical response, or the like.
  • Step S 5 following the determination of the regenerative braking region in Step S 4 , or, the calculation of the Pri end command rotational speed change rate in Step S 4 , the minimum value of the Pri end command rotational speed change rate calculated in Step S 2 and the Pri end command rotational speed change rate calculated in Step S 4 is selected, and the steps proceed to Step S 6 . That is, when the regenerative braking region is determined, since the Pri end command rotational speed change rate is not calculated in Step S 4 , the Pri end command rotational speed change rate calculated in Step S 2 is selected. On the other hand, if the Pri end command rotational speed change rate is calculated in Step S 4 based on the determination that it is in the brake switching region, then, of the two Pri end command rotational speed change rates, the one with the smaller calculated value will be selected.
  • Step S 6 following the selection of the minimum value of the Pri end command rotational speed change rate in Step S 5 , the current Pri end command rotational speed is calculated from the previous Pri end command rotational speed and the Pri end command rotational speed change rate selected in Step S 5 . Then, the command shift value to obtain the current Pri end command rotational speed is output from the CVT control unit 84 , and the steps proceed to Step S 7 .
  • Step S 1 the target rotational speed according to optimal efficiency with respect to the regenerative torque is calculated.
  • Step S 2 a Pri end command rotational speed change rate that ensures the responsiveness to the target rotational speed is calculated.
  • Step S 5 the Pri end command rotational speed change rate calculated in Step S 2 is selected.
  • Step S 6 the current Pri end command rotational speed is calculated from the previous Pri end command rotational speed and the Pri end command rotational speed change rate selected in Step S 5 . Then, the command shift value to obtain the current Pri end command rotational speed is output from the CVT control unit 84 . Therefore, while the regenerative braking region is being maintained, if the target rotational speed is set to a rotational speed that slightly exceeds the lower-limit rotational speed, regenerative speed control is carried out such that the Pri end rotational speed of the belt-type continuously variable transmission 6 maintains the target rotational speed, regardless of a decrease in the vehicle speed.
  • regenerative speed control by downshifting is carried out such that the target rotational speed is reached at a Pri end command rotational speed change rate that ensures responsiveness.
  • Step S 4 when an additional brake pedal depression operation is carried out in the brake switching region, a Pri end command rotational speed change rate that will be within the allowable G change is calculated.
  • Step S 5 the smaller of the Pri end command rotational speed change rate calculated in Step S 2 and the Pri end command rotational speed change rate calculated in Step S 4 is selected.
  • Step S 6 the current Pri end command rotational speed is calculated from the previous Pri end command rotational speed and the Pri end command rotational speed change rate selected in Step S 5 . Then, the command shift value to obtain the current Pri end command rotational speed is output from the CVT control unit 84 . Therefore, in the brake switching region from regenerative braking to hydraulic braking, for example, if an additional brake pedal depression operation is carried out, then the Pri end command rotational speed change rate is limited to a value that is less than or equal to the change rate obtained by subtracting the target rotational speed change rate with the target rotational speed characteristic from the shock-allowable change rate. Regenerative speed control is thereby carried out with respect to a target rotational speed characteristic, which gradually decreases toward the lower-limit rotational speed after increasing from the lower-limit rotational speed, while maintaining the limited Pri end command rotational speed change rate.
  • time t 1 is the brake switching start time.
  • Time t 2 is the downshift start time by an additional brake pedal depression operation.
  • Time t 3 is the brake switching end time.
  • Time t 4 is the vehicle stop time.
  • time t 1 is the brake switching start time.
  • Time t 2 is the downshift start time of an additional brake pedal depression operation.
  • Time t 3 is the brake switching end time.
  • Time t 4 is the vehicle stop time.
  • the first embodiment is configured to impose a limitation on the Pri end command rotational speed change rate for the Pri end command rotational speed when carrying out a regenerative speed control based on an additional brake pedal depression operation in a brake switching region for switching from regenerative braking to mechanical braking due to a decrease in vehicle speed. That is, in a regenerative speed control based on an additional brake pedal depression operation, downshifting is carried out, in which the Pri end command rotational speed is increased toward the target rotational speed. However, since the Pri end command rotational speed reaches the target rotational speed, which has a characteristic of decreasing with time in a brake switching region, it is necessary to lower the transmission input rotational speed after reaching the target rotational speed.
  • the Pri end command rotational speed change rate of the Pri end command rotational speed changes gently by imposing a limit on the Pri end command rotational speed change rate of the Pri end command rotational speed.
  • the first embodiment is configured to impose a limit on the Pri end command rotational speed change rate of the Pri end command rotational speed to be less than or equal to a shock-allowable change rate, which allows inertia shock due to vehicle deceleration G fluctuation accompanying a change in the rotational speed due to rise and fall. That is, if limited, the Pri end command rotational speed change rate becomes less than or equal to a shock-allowable change rate, which allows inertia shock due to vehicle deceleration G fluctuation. Therefore, it is possible to reliably prevent the imparting of discomfort to the driver, who is maintaining a constant brake operation after an additional brake pedal depression operation in the brake switching region.
  • the first embodiment is configured to limit the Pri end command rotational speed change rate, when carrying out a regenerative speed control in the brake switching region, to a value that is less than or equal to the change rate obtained by subtracting the target rotational speed change rate with the target rotational speed characteristic, set based on the regenerative efficiency, from the shock-allowable change rate. That is, the Pri end command rotational speed change rate for when regenerative speed control is carried out in a brake switching region can be calculated using a target rotational speed characteristic that is set based on the regenerative efficiency in the brake switching region. Therefore, the process to limit the Pri end command rotational speed change rate is facilitated while achieving a limit to be less than or equal to a shock-allowable change rate that allows inertia shock due to vehicle deceleration G fluctuation.
  • a controller (hybrid control module 81 ) is provided which, when there is a request for an increase in the regeneration amount while decelerating, performs a regenerative speed control for downshifting the continuously variable transmission (belt-type continuously variable transmission 6 ) to the low gear ratio side, and increasing rotational speed of a transmission input shaft to which the electric motor (motor-generator 4 ) is connected, and the controller (hybrid control module 81 ) imposes a limitation on a rotational speed change rate (Pri end command rotational speed change rate) of the transmission input rotational speed (Pri end command rotational speed) when performing a regenerative speed control for increasing the transmission input rotational speed based on a request for an increase
  • An oil pump (main oil pump 14 ) is provided, which is connected to the input shaft side of the continuously variable transmission (belt-type continuously variable transmission 6 ), in which a rotational speed for producing a necessary hydraulic pressure to the continuously variable transmission (belt-type continuously variable transmission 6 ) during deceleration is set as the lower-limit rotational speed, and when a brake depression operation or an additional brake pedal depression operation is carried out in a brake switching region due to a decrease in the vehicle speed, the controller (hybrid control module 81 ) sets a target rotational speed characteristic of regenerative braking that decreases toward a lower-limit rotational speed after the rotational speed increases based on regenerative efficiency, and imposes a limitation on a transmission input rotational speed command value (Pri end command rotational speed) by a regenerative speed control for approaching the target rotational speed characteristic.
  • the controller (hybrid control module 81 ) imposes a limit on the rotational speed change rate (Pri end command rotational speed change rate) of the transmission input rotational speed (Pri end command rotational speed) to be less than or equal to a shock-allowable change rate, which allows inertia shock due to vehicle deceleration G fluctuation accompanying a change in the rotational speed due to rise and fall.
  • a shock-allowable change rate which allows inertia shock due to vehicle deceleration G fluctuation accompanying a change in the rotational speed due to rise and fall.
  • the controller (hybrid control module 81 ) imposes a limit on the command rotational speed change rate (Pri end command rotational speed change rate), when carrying out a regenerative speed control in the brake switching region, to a value that is less than or equal to the change rate obtained by subtracting the target rotational speed change rate with the target rotational speed characteristic, set based on regenerative efficiency, from the shock-allowable change rate.
  • a limit on the command rotational speed change rate (Pri end command rotational speed change rate)
  • a limit to be less than or equal to a shock-allowable change rate that allows inertia shock due to vehicle deceleration G fluctuation.
  • the vehicle regenerative speed control device of the present invention was described above based on the first embodiment, but specific configurations thereof are not limited to the first embodiment, and various modifications and additions to the design can be made without departing from the scope of the invention according to each claim in the Claims.
  • the Pri end command rotational speed change rate is limited, when carrying out a regenerative speed control in the brake switching region, to a value that is less than or equal to the change rate obtained by subtracting the target rotational speed change rate with the target rotational speed characteristic, based on a decrease in the regenerative torque, from the shock-allowable change rate.
  • the method of limiting the Pri end command rotational speed change rate when carrying out a regenerative speed control in the brake switching region is not limited to this method, and may be carried out by a filtering process, or the like, that suppresses the Pri end command rotational speed change rate.
  • a belt-type continuously variable transmission 6 in which a belt 6 c is wound around a primary pulley 6 a and a secondary pulley 6 b , and the primary pulley pressure Ppri and the secondary pulley pressure Psec are the shifting hydraulic pressure, is used as the continuously variable transmission.
  • the continuously variable transmission may be an example that uses a toroidal-type continuously variable transmission as well.
  • the regenerative speed control device of the present invention is applied to an FF hybrid vehicle according to a one-motor and two-clutch drive system.
  • the regenerative speed control device of the present invention can be applied to an FR hybrid vehicle, or a hybrid vehicle other than a one-motor two-clutch drive type, such as a direct coupling system of an engine and a motor, or a power split mechanism.
  • the present invention can also be applied to an engine-equipped vehicle or an electric vehicle (including fuel cell vehicles), as long as the vehicle is equipped with an electric motor and a continuously variable transmission, and carries out cooperative regenerative control.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Regulating Braking Force (AREA)
US15/559,097 2015-03-20 2015-03-20 Vehicle regenerative speed control device Expired - Fee Related US10246077B2 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2015/058407 WO2016151663A1 (ja) 2015-03-20 2015-03-20 車両の回生変速制御装置

Publications (2)

Publication Number Publication Date
US20180244258A1 US20180244258A1 (en) 2018-08-30
US10246077B2 true US10246077B2 (en) 2019-04-02

Family

ID=56977681

Family Applications (1)

Application Number Title Priority Date Filing Date
US15/559,097 Expired - Fee Related US10246077B2 (en) 2015-03-20 2015-03-20 Vehicle regenerative speed control device

Country Status (7)

Country Link
US (1) US10246077B2 (zh)
EP (1) EP3273101B1 (zh)
JP (1) JP6256651B2 (zh)
CN (1) CN107636362B (zh)
MX (1) MX358334B (zh)
RU (1) RU2658614C1 (zh)
WO (1) WO2016151663A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20190322179A1 (en) * 2018-04-20 2019-10-24 Audi Ag Method for operating a motor vehicle

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20170052095A (ko) * 2015-11-03 2017-05-12 현대자동차주식회사 배터리 제어 시스템 및 릴레이 융착 검출 방법
JP2018070058A (ja) * 2016-11-02 2018-05-10 トヨタ自動車株式会社 ハイブリッド自動車
US10071724B2 (en) * 2016-11-11 2018-09-11 Ford Global Technologies, Llc Regenerative torque limit control
DE102018201036A1 (de) * 2018-01-24 2019-07-25 Audi Ag Verfahren zum Betrieb eines Kraftfahrzeuges sowie Kraftfahrzeug
WO2020026858A1 (ja) * 2018-08-02 2020-02-06 アイシン・エィ・ダブリュ株式会社 制御装置
US11897366B2 (en) * 2018-09-21 2024-02-13 Accelerated Systems Inc. Methods and apparatuses for controlling an electric vehicle
CN112334340A (zh) 2018-10-03 2021-02-05 开利公司 发生器移动控制
WO2020072301A1 (en) 2018-10-03 2020-04-09 Carrier Corporation Anti-lock tire system
CN111688668A (zh) * 2019-03-12 2020-09-22 中冶宝钢技术服务有限公司 液压混合动力车辆控制方法
DE102020207152A1 (de) * 2019-07-08 2021-01-14 Shimano Inc. Steuervorrichtung und getriebesystem
US11577612B2 (en) * 2021-03-30 2023-02-14 Toyota Motor Engineering & Manufacturing North America, Inc. System for adjusting regenerative torque according to state of charge of multiple batteries

Citations (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5839533A (en) * 1996-04-11 1998-11-24 Toyota Jidosha Kabushiki Kaisha Apparatus for controlling electric generator of hybrid drive vehicle to control regenerative brake depending upon selected degree of drive source brake application
JP2001112117A (ja) 1999-10-08 2001-04-20 Toyota Motor Corp 車両の回生制動装置
JP2003002086A (ja) 2001-06-20 2003-01-08 Nissan Motor Co Ltd 車両の駆動力制御装置
JP2004196064A (ja) 2002-12-17 2004-07-15 Nissan Motor Co Ltd 複合ブレーキの協調制御装置
US20060064225A1 (en) * 2004-08-30 2006-03-23 Toyota Jidosha Kabushiki Kaisha Vehicle deceleration control apparatus
JP2007050866A (ja) 2005-08-19 2007-03-01 Toyota Motor Corp ハイブリッド車の制御装置
US20120022735A1 (en) * 2010-07-23 2012-01-26 Naoyuki Tashiro Drive control device for electric vehicle, and electric vehicle
CN102348587A (zh) 2009-03-14 2012-02-08 丰田自动车株式会社 动力传递装置的控制装置
CN102556068A (zh) 2010-11-11 2012-07-11 本田技研工业株式会社 混合动力车辆
CN103322183A (zh) 2012-03-19 2013-09-25 加特可株式会社 无级变速器的变速控制装置
US8798838B2 (en) * 2011-01-28 2014-08-05 Nissan Motor Co., Ltd. Hybrid vehicle control device
WO2014148124A1 (ja) 2013-03-22 2014-09-25 ジヤトコ株式会社 ベルト式無段変速機の制御装置
WO2015037042A1 (ja) 2013-09-10 2015-03-19 日産自動車株式会社 ハイブリッド車両の制御装置
US20160031433A1 (en) * 2014-07-29 2016-02-04 Hyundai Motor Company Method and apparatus for controlling speed change of hybrid vehicle
US20160137066A1 (en) * 2014-11-14 2016-05-19 Toyota Jidosha Kabushiki Kaisha Vehicle
US20160159225A1 (en) * 2014-12-04 2016-06-09 Toyota Jidosha Kabushiki Kaisha Braking force control apparatus for a vehicle
US20180080553A1 (en) * 2015-03-23 2018-03-22 Jatco Ltd Vehicle and method for controlling the same
US20180079418A1 (en) * 2015-03-23 2018-03-22 Jatco Ltd Vehicle control device and method for controlling the same
US20180106367A1 (en) * 2015-03-20 2018-04-19 Nissan Motor Co., Ltd. Vehicle regenerative speed control device

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5881894B2 (ja) * 2013-04-16 2016-03-09 三菱電機株式会社 インバータ装置及びインバータ一体化型電動機

Patent Citations (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5839533A (en) * 1996-04-11 1998-11-24 Toyota Jidosha Kabushiki Kaisha Apparatus for controlling electric generator of hybrid drive vehicle to control regenerative brake depending upon selected degree of drive source brake application
JP2001112117A (ja) 1999-10-08 2001-04-20 Toyota Motor Corp 車両の回生制動装置
JP2003002086A (ja) 2001-06-20 2003-01-08 Nissan Motor Co Ltd 車両の駆動力制御装置
JP2004196064A (ja) 2002-12-17 2004-07-15 Nissan Motor Co Ltd 複合ブレーキの協調制御装置
CN1521046A (zh) 2002-12-17 2004-08-18 �ղ��Զ�����ʽ���� 协调制动控制系统
US20060064225A1 (en) * 2004-08-30 2006-03-23 Toyota Jidosha Kabushiki Kaisha Vehicle deceleration control apparatus
JP2007050866A (ja) 2005-08-19 2007-03-01 Toyota Motor Corp ハイブリッド車の制御装置
CN102348587A (zh) 2009-03-14 2012-02-08 丰田自动车株式会社 动力传递装置的控制装置
US20120022735A1 (en) * 2010-07-23 2012-01-26 Naoyuki Tashiro Drive control device for electric vehicle, and electric vehicle
US8744712B2 (en) * 2010-07-23 2014-06-03 Hitachi, Ltd. Drive control device for electric vehicle, and electric vehicle
CN102556068A (zh) 2010-11-11 2012-07-11 本田技研工业株式会社 混合动力车辆
US8798838B2 (en) * 2011-01-28 2014-08-05 Nissan Motor Co., Ltd. Hybrid vehicle control device
CN103322183A (zh) 2012-03-19 2013-09-25 加特可株式会社 无级变速器的变速控制装置
WO2014148124A1 (ja) 2013-03-22 2014-09-25 ジヤトコ株式会社 ベルト式無段変速機の制御装置
US20160290502A1 (en) * 2013-03-22 2016-10-06 Jatco Ltd Control device for belt-type continuously variable transmission
US9989150B2 (en) * 2013-03-22 2018-06-05 Jatco Ltd Control device for belt-type continuously variable transmission
WO2015037042A1 (ja) 2013-09-10 2015-03-19 日産自動車株式会社 ハイブリッド車両の制御装置
US20160031433A1 (en) * 2014-07-29 2016-02-04 Hyundai Motor Company Method and apparatus for controlling speed change of hybrid vehicle
US20160137066A1 (en) * 2014-11-14 2016-05-19 Toyota Jidosha Kabushiki Kaisha Vehicle
US20160159225A1 (en) * 2014-12-04 2016-06-09 Toyota Jidosha Kabushiki Kaisha Braking force control apparatus for a vehicle
US20180106367A1 (en) * 2015-03-20 2018-04-19 Nissan Motor Co., Ltd. Vehicle regenerative speed control device
US20180080553A1 (en) * 2015-03-23 2018-03-22 Jatco Ltd Vehicle and method for controlling the same
US20180079418A1 (en) * 2015-03-23 2018-03-22 Jatco Ltd Vehicle control device and method for controlling the same

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20190322179A1 (en) * 2018-04-20 2019-10-24 Audi Ag Method for operating a motor vehicle
US11065964B2 (en) * 2018-04-20 2021-07-20 Audi Ag Method for operating a motor vehicle

Also Published As

Publication number Publication date
JP6256651B2 (ja) 2018-01-17
EP3273101A1 (en) 2018-01-24
MX358334B (es) 2018-08-15
EP3273101A4 (en) 2018-08-15
RU2658614C1 (ru) 2018-06-21
CN107636362B (zh) 2019-07-16
WO2016151663A1 (ja) 2016-09-29
EP3273101B1 (en) 2019-09-25
JPWO2016151663A1 (ja) 2017-08-31
MX2017011751A (es) 2017-11-13
CN107636362A (zh) 2018-01-26
US20180244258A1 (en) 2018-08-30

Similar Documents

Publication Publication Date Title
US10246077B2 (en) Vehicle regenerative speed control device
US10253876B2 (en) Vehicle regenerative speed control device
RU2657658C1 (ru) Устройство управления демпфированием для гибридного транспортного средства
KR100908950B1 (ko) 차량의 제어 장치
US9776623B2 (en) Four-wheel drive electric vehicle control device
US9656664B2 (en) Hybrid vehicle control device
CN107406069B (zh) 车辆用起步控制装置及起步控制方法
US10315504B2 (en) Displayed rotational speed control apparatus for vehicle
EP3272607A1 (en) Control device for hybrid vehicle
US10502314B2 (en) Vehicle oil pump driving control device
CN107429827A (zh) 车辆用液压控制装置及液压控制方法
US9586469B2 (en) Hybrid vehicle control device
CN107406067B (zh) 混合动力车辆的控制装置
WO2016021018A1 (ja) 電動車両の発進制御装置
JP6747583B2 (ja) 電動車両の制御方法及び電動車両の制御装置
WO2015037042A1 (ja) ハイブリッド車両の制御装置
JP6488798B2 (ja) ハイブリッド車両の制御装置
WO2015037043A1 (ja) ハイブリッド車両の制御装置
WO2016013061A1 (ja) 車両の変速油圧制御装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: NISSAN MOTOR CO., LTD., JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:MOURI, TAKANOBU;YOSHINO, TAKAHIRO;KAGEYAMA, YUUZOU;AND OTHERS;SIGNING DATES FROM 20170821 TO 20170824;REEL/FRAME:043611/0316

FEPP Fee payment procedure

Free format text: ENTITY STATUS SET TO UNDISCOUNTED (ORIGINAL EVENT CODE: BIG.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STCF Information on status: patent grant

Free format text: PATENTED CASE

FEPP Fee payment procedure

Free format text: MAINTENANCE FEE REMINDER MAILED (ORIGINAL EVENT CODE: REM.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

LAPS Lapse for failure to pay maintenance fees

Free format text: PATENT EXPIRED FOR FAILURE TO PAY MAINTENANCE FEES (ORIGINAL EVENT CODE: EXP.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362

FP Lapsed due to failure to pay maintenance fee

Effective date: 20230402